Sealed Crank Case

The VFR1200 motor features a "sealed crankcase" and it took me a little while to figure out what that meant. It's a unique and clever setup.

I refer to it as a "semi-dry sump" design. The oil reservoir is still a sump pan at the bottom of the motor, but the crankcase is sealed in a separate chamber above it. This design combines some of the efficiencies of a dry sump design with the practicality of a compact wet sump design. "Windage" losses from a crankshaft whipping the oil around in a wet sump are eliminated by sealing the crank chamber from the pan below it. Honda designed a special 2-rotor oil pump. One rotor acts as a feed pump to force oil up into the crank bearings and top end, while the other acts as a scavenge pump to suck oil out of the crankcase, then jet it on the transmission gears before it drains back into the pan. No bulky, leak-prone external oil lines are neccessary because of the simple gravity drainage design.

Another advantage is better compression ring sealing and reduced blow-by as a result of the slight vaccuum in the crank chamber generated by the scavenge pump. This oiling system cools the engine efficiently as well. High-pressure jets mounted under the cylinders squirt oil up into the undersides of the pistons, helping exchange the heat of combustion. The motor also uses a high-spec continuous oil pressure monitor, which is constantly taking readings and can sense a drop in pressure before the bearings are damaged.... unlike a conventional system which sets an "alarm" when the pressure drops below a fixed level.

All of these small efficiency gains combine for a motor that's more responsive and powerful. This design is similar to the oiling system in my CRF250X off-road racer, and Honda claim that it is used in thie RC212V MotoGP racebikes.

Helibars

A mass-produced motorcycle has to be built to fit a range of different-sized riders. The riding position of the VFR1200 is a great compromise between comfort and sportiness but it doesn't quite fit my 5'9" frame to a "T".

The seat is very supportive and comfy, but only when your bum is scooted all the way back in the saddle. For my limited height and reach, this makes the distance to the handgrips a bit of an uncomfortable stretch.

Heli's handlebar kit for the VFR brings the grips up 2 inches higher, 1 inch closer, and an inch wider. I picked up a set second-hand from a member at VFRDiscussion who bought them new but preferred the stock position.

Heli posts a great set of installation instructions on their site so I won't bore you with a step-by-step tutorial, but I'd like to offer some tips for adjusting them.

The Helibar kit is of quality design and manufacture. The welded and machined pieces are heavier and feel sturdier than the cast aluminum stock clip-ons. They are powder coated with a rich glossy black finish and it is clear that a lot of design and testing was neccessary to get the dimensions perfect while retaining the stock cables and hydraulic lines. The cockpit on the VFR is built to a very specific fit, with only the exact amount of room available for the handlebars to swing between the windshield frame and fuel tank. The Heli designers were clever enough to provide the more comfortable position while retaining the stock cables and lines by simply re-routing the throttle cables. This is specified in their instructions.

The helibars don't have a metal "tab" like the stock bars to locate them at the right angle, so it is up to the installer to get it just right. The right handlebar with its throttle assembly and brake master cylinder leaves the least room for adjustment, so I aligned that side first. I turned the bars all the way to the right, then turned the bar as far rearward as it would go before the starter button touched the tank, leaving about 1mm of clearance. In this position, when the bars are turned all the way to the left, there is just a hair's width between the throttle cables and the windshield frame. I adjusted the left bar to match the angle, using a set of digital calipers measured between consistent reference points.

In addition to the recommended cable re-arrangement, I also adjusted the brake line a bit. Once installed, it formed a dangerous-looking kink right below the banjo bolt on the master cylinder, so I very carefully loosened the bolt and turned it a few degrees to give it a more natural path. Be careful if you try this not to loosen it too much or you could introduce air into the brake line.

I won't get a chance to ride the bike until at least late March, but just sitting on it in the garage I can tell that it's going to be a lot more comfortable for me.


Here's a comparison of the Helibar on the left and the stock clip-on on the right.

The added height and "pull-back" ar ea little more obvious here:

Not a lot of room for error:

Helibars installed:

Brake banjo rotated clockwise a few degrees to relax the line:

Finished product:

Pit Bull Stand

I like to keep my motorcycles on race stands when I'm not riding them. It keeps the tires off the ground (avoiding flat spots) and makes maintenance simple.

The design of the VFR1200 final drive makes the use of a conventional (rear axle) stand impossible. Certain "single sided swingarm" designs can accomodate special stands but only when they have a hole through the middle, like a Ducati or a BMW. The VFR has no such passage.

Honda offers a permanent centre stand for the VFR that mounts on a pair of dropouts on the bottom of the frame. The centre stand is very handy for a chain-driven bike like the VFR800 where you need constant upkeep of the chain but on a shafty like the 1200 it doesn't make sense to carry the weight and bulk (and reduced cornering clearance) of the stand everywhere you go. The Honda centre stand is also very pricey.

Pit Bull makes a stand specifically designed for the VFR1200 that uses the mounting points for the factory  centre stand. I love their products... they are built in the USA with quality materials and fine craftsmanship. There are many cheaper "made in China" knockoffs but Pit Bull is (literally) the golden standard. A tag on their packaging proclaims "This stand will outlast your bike" as quoted by number 34 'living legend' Kevin Schwantz. I can attest to this... I've had my same set of Pit Bull race stands through 3 different motorcycles. That's another great thing about Pit Bull stands: they're (mostly) universal. Just adjust the lifting points and / or insert the appropriate pin and they work with all modern sportbikes. But as I said, the unique design of the VFR neccessitates a special stand so I bit the bullet and ordered one from Bayside Performance out of Vancouver. Shipping took a long time but only because the stand had to be special-ordered from Pit Bull in Alabama. The pricing was excellent though and their service and communication were great.

Not Just any Shaft Drive

A lot of development went into building the single-sided shaft drive for the VFR1200FA.

Here is an article from Honda:

Progress – the VFR Drive Shaft Up Close



It's a first in the history of the VFR for Honda to equip the VFR1200F with a shaft drive. But not all drive shafts are created equal. The design effort that went into ensuring extremely low-reaction operation for this component is more than remarkable and warrants detailed examination.










The shaft drive on the Honda VFR1200F is something special. Integrated into the single-sided swing arm, its design impresses for its unusually low-reaction operation. Motor cycle riders who are used to machines with chain drive to the rear-wheel and test ride a VFR1200F for the first time often discover that there is little or no noticeable difference. And motor cycle riders who are used to other shaft-drive machines are astonished on their first VFR ride by the smooth transmission of power and the absence of the typical accompanying traits.


... more


Did the Honda technicians perform some kind of magic? Let's resist the temptation to answer "Yes". Let's say instead that innovative development and design went into providing a shaft drive that sets new standards from a functional point of view. Several factors contribute to the impressive result.






First the basics: The drive shaft transmits engine power to the rear wheel and rotates on the left side, sealed in the one-piece, cast aluminium single-sided swing arm in the drive shaft tunnel. The final drive housing is flanged to the single-sided swing arm.






One special feature that distinguishes the VFR design is offset axes. The drive shaft and the swing arm in which the shaft rotates do not run on a parallel axis but at a pointed V-angle to each other. The mount for the swing arm on the frame is offset upward, so that the drive shaft can run below it directly for deflection at the transmission output.






This design refinement offers two benefits: First, a continuous swing axis can be used, which benefits the overall stability of chassis and swing arm mount (shaft-drive bikes mostly have to put up with short pins on the left and right to carry the swing arm in order to make room for the drive shaft running behind it along with a front universal joint). Second, Honda's design with offset axes does away with an additional torque bracing using lever systems against the frame, which not only saves weight but helps to achieve a clean look.






Anyone looking at the drive shaft assembly of the VFR1200F from the side who draws an imaginary line from the centre point of the wheel to the transmission output and then observes the position of the swing arm bearing on the frame can clearly recognize the upward offset. The benefit of this design is that reactions to load changes are successfully suppressed. Normally, with shaft drive the motorcycle lifts when the throttle is opened and it drops when the throttle is closed, an effect that is more or less pronounced depending on the model. This idiosyncrasy is foreign to the VFR1200F.






The shaft drive of the VFR1200F is astonishing in all riding situations for its smooth transmission of power. No shaft jacking, no stiffening of the springs under acceleration load, no scrunching when shifting through the gears, no clunking from the rear end in energetic braking maneuvers when the foot brake is used as well.






The exemplary manners of the secondary drive are helped out by the elaborate design of the drive shaft. At the rear end, it is fitted with a constant-velocity joint (instead of the usual universal joint) to transmit rotary motion consistently and smoothly even at large deflection angles. A plunging function additionally ensures length compensation as the rear wheel goes through jounce and rebound. The constant-velocity joint, which is about half the size of a Red Bull can, is completely sealed, filled with special grease and requires no maintenance.






Hint: If you enter the term "constant-velocity joint" in Wikipedia on the Internet, you will find animation that clearly visualises the ability to articulate forces smoothly.






Constant velocity joints are widely used in automobile design, for example on drive shafts on front-wheel drive cars. Their use on bikes, on the other hand, is not usual. The Honda VFR1200 is currently the only motorcycle on which this technology is used in the drive shaft area – although it is not the first. As a marginal comment for history buffs let us note: Only the shaft drive on the Van Veen OCR 1000, a Wankel-engined machine produced in Holland in the seventies, was also equipped with a constant-velocity joint.






But let's get back to the drive shaft on the VFR1200F. This component is fitted with the aforesaid constant velocity joint at the rear and with a universal joint at the front. Between them, a rubber damper is vulcanised in a tubular sleeve on the shaft that permits a certain amount of torsion. The drive shaft is meshed to the pinion that transmits the power to a ring gear and finally to the rear wheel mount. Three more damping elements can be found in the engine in addition to the rubber damper on the drive shaft. So the VFR1200F is equipped with a total of four dampers in the drive train, which contributes to its smoothness and the untroubled pleasure of riding with shaft drive.






The final drive housing with ring gear and pinion is designed as a closed system, which is also something new. During operation, the oil in the final drive heats up and expands; in order to equalize pressure in the housing previous Honda shaft drives were fitted with a cast-in vent cap. That is different now. Special shaft seal rings are used on the VFR that can withstand higher pressures. The pressure provided by these seal lips provide reliable sealing without the need to provide extra pressure compensation at the housing. The drive shaft housing could be made smoother and more modern looking on the outside without the vent cap.






It is perhaps also worth noting that ring gear and pinion are shot-peened in the manufacturing process at the Honda Kumamoto factory. As a result, the surface of the material is smoothed again and compressed after milling, being hardened only afterwards. The surfaces are made particularly resistant to wear as a result. The rear axle housing is filled with SAE 80 transmission fluid that is particularly stable under pressure. Because of the special mesh on the ring gear and pinion, very high flank pressures are created on both sides of the gear. The molecules of the hypoid gear oil are not crushed between the metal surfaces so that lubrication remains constant.






The drive shaft of the VFR1200 is visually more compact, the housing of the final drive smaller in diameter and more compressed than is usual. This is also a consequence of the design because the bearing for the rear-wheel carrier that sits internally in the usual construction is now placed outside. The diameter of the ring gear could be reduced accordingly and the pinion moved further inboard. The overall structure ends up saving more space. Note for technology mavens: The tooth flank clearance of the ring gear and pinion can be adjusted axially (by means of adjusting shims), the specification is 0.05 to 0.15 mm.






As a technology showcase, the VFR1200F has a lot to offer: V4 engine with unique cylinder arrangement, Big-Bang ignition sequence, Unicam cylinder heads, six-speed gearbox with slipper clutch, drive-by-wire throttle grip, aluminum chassis, single-sided swing arm, six-piston brake calipers, Combined ABS, layered fairing, the most up-to-date design, high-quality paint, impressive pannier system and and and. And don't forget the optionally available dual clutch transmission.






The drive shaft of the VFR1200F shines as a highlight in its own right as well. An easy-to-maintain rear-wheel drive, contemporary modern design and extremely low-reaction, allowing not only the outstanding experience of the benefits of automatic shifting with interruption of the power flow but which can also instill enthusiasm when changing gears manually. Just to call the drive shaft of a VFR a drive shaft does not do justice to its superb operation. So instead take a respectful look at it at the next opportunity. Or even better – ride it.

Brad Gavey VS the VFR1200

When I was a part of Brad's race team and school, we had our own expression that got used often. To "Gavey" something was to destroy or otherwise damage a mechanical device. If you overtorqued a bolt and stripped some threads, you Gavey'd it. If you just finished rebuilding the motor on your racebike and blew it up on your first lap out, you Gavey'd it. Plenty of Ducati transmissions have eaten themselves and become Gavey'd. It isn't neccessarily ham-fistedness or abuse... Brad is a smooth and fast rider... it's just that he takes things beyond their limits. In a 7-round race series this year, he entered 4 different bikes... not because he had the luxury of a multi-bike race fleet, but because he couldn't keep one running for more than 2 consecutive races. And he still won a championship.

In spite of his history of mechanical molestation, everyone wants Brad to try their bike. They want to hear that their bike is the greatest he's ever ridden. I guess I'm no exception. His opinions mean a lot. He has ridden hundreds of different bikes for probably hundreds of thousands of street miles and thousands of race laps. He knows what he's talking about, and he shoots from the hip.

Yes... in spite of his history of mechanical massacre, I wanted Brad to have a ride on the VFR. I trust him not to wreck it, and I trust the big Honda's ability to take punishment. I had a rare day off work today, and an even more rare warm weather forecast, so I went out for a spin and followed Brad around for the a few hours; he on my VFR1200, and I on his 2010 ZX-10R, then his B-King.

He was quite pleased with the VFR. Here are some of his observations:

-smoothest most comfortable bike he's ever ridden

-tires are shit. Good for protecting the rim and that's about it. He was spinning the back tire all over the place. He recommends the Michelin Pilot 2CT instead.

-falls into turns. (an observation I've also made) This effect is multiplied by the squared-off profile of my worn back tire

-sounds great, looks great. Flawless fit and finish

-carries its weight well and feels lighter than it is

-great brakes, though he would like to disable the ABS

-more likely to lose his license on this than his ZX10R... never feels like it's going as fast as it really is

-plush suspension, good handling but could benefit from a heavier rear spring

-barely noticeable shaft drive... but would still prefer a chain

-feels the throttle "hunting" a bit at steady speeds

-perfect bike for a trip down the west coast.

We had fun afternoon. Brad was impressed with the VFR and I got to try some pretty cool (and fast) motorcycles.
No motorcycles were Gavey'd in the making of this video:

http://www.youtube.com/watch?v=P8SEbu7hIcc&feature=player_embedded

Switchable Power Modes Part II

A member on an enthusiast board had some questions and comments about my power mode switch. I thought I would repeat our conversation here... maybe it will be informative to others.

Warren's words in italics:

So... Looking at your blog, it appears that the VFR is doing what so many other high power motorcycles have done in the past with restricting the lower gears to prevent early termination of it's riders. Namely, the GSX-R and the 1000RR.

That's my best guess. I've pondered about the restriction being some sort of mechanical failsafe, but I really don't think that's the case.

Both of these bikes have products that do essentially what you do with your switch, however they have "smarts" built into them so that the instrument clusters continue to read the correct gear.


For example, Ivan's make a smart TRE:


http://www.ivansperformanceproducts.com/tre.htm


The company that make the speedo healer has the X-TRE:


http://www.healtech-electronics.com/


But more interestingly, Bazzaz has a product called the Z-Bomb:


http://www.bazzaz.net/bz1/index.php?...art&Itemid=181


But as far as I can tell when looking at the installation instructions, it attaches to the Throttle Position Sensor. What are your thoughts?


http://bazzaz.net/team/Tech%20Suppor.../ZBomb404i.pdf


Thanks in advance,


Warren

The wiring layout in the VFR1200 makes it difficult to avoid the gear indication error when the bike is in de-restricted mode. There are 7 individual gear position wires which run directly from the gear position sensor into the ECU and transmit 7 individual gear signals. It's simple, so it's easy to hack. After that it gets tricky. The ECU interprets those individual signals, decides what throttle and ignition map to use, and then encodes it and sends an encoded digital pulse signal through a single wire on the serial link to the combination meter (instrument panel) to be displayed on the gear indicator. To get an accurate indication on the gear while in de-restricted mode, you would have to decode the serial link. I think that's what Ivan has done with his Smart TRE chip for the gixxer. It's a complicated solution. It can be done, but it would take some work and savvy computer skills. On a bike like the Gixxer with its enormous market base, it's worth it for someone like Ivan to put in the time. With very few VFR1200s on this side of the pond, it's hard to imagine anyone bothering.

The Z-bomb is a little different. Honda programmed the American market 08 CBR1000RR to retard the timing at high RPM at full throttle, robbing it of 7 or 8 peak horsepower. It was suggested that this was to pass noise tests which are measured at a percentage of maximum RPM at full throttle. As far as I can tell, the Z-bomb tricks the ECU into thinking that the throttle isn't fully open, therefore allowing the full ignition advance and replacing the stolen horsepower.

The Gixxers and CBRs use a timing retard to limit power, but I still think that the VFR is limiting power through its "throttle by wire". (which the GSXRs and CBRs don't have yet) If I'm correct, that would mean that there are 2 throttle maps, one restricted and one unrestricted. The ECU is interpreting the gear position signals and telling the throttle valve motor which map to use. The gear position sensor is a crude but effective bypass.

There may be a more elegant solution but I'm just not smart enough to crack it. Studying the wiring diagram, there are a pair of wires which I suspect may contain the answers. There are 2 wires that run from the ECU to the TBW motor labeled TBW MTR+ and TBW MTR- on the throttle valve side, and labeled TMOM and TMOP, respectively, on the ECU side. If my hunch is right, these could be the wires that send the throttle map signals. My guess would be that TBW MTR- could transmit the restricted map. If that were the case, you could cut that wire and splice it to the TBW MTR+ wire so that the throttle valve motor never recieves the restricted map.

Again, I'm just guessing... and I don't want to be the guy to test it. If I'm correct though, this type of mod would de-restrict the bike without giving a false reading on the gear position. A switch could be installed easily with this mod as well.

I just need somebody smart to review my theory. Where's that Dutchgixxer guy?

Here is the wiring diagram and the wires I'm referring to. The wires I'm talking about are circled in red:

Edit: TMOM and TMOP appear to be the power supply for the throttle motor. (wires A9 and A10 coming off the ECU. Cutting or altering them will cause the throttle motor to quit. Not advised. :)

Honda CrossTourer Official

From Asphalt and Rubber:

http://www.asphaltandrubber.com/bikes/honda-crosstourer-concept/

Man what a beast!

Those forks sure look wimpy.